Methods and apparatus for supporting engines and nacelles relative to aircraft wings

ABSTRACT

Methods and apparatus for supporting engines and nacelles relative to aircraft wings are disclosed. An example apparatus includes a first support structure to be coupled to a wing, a second support structure to be coupled to the wing and a nacelle. The support structures are coupled to opposite sides of the nacelle. The support structures are to be coupled to opposite sides of an engine to enable thrust loads to be reacted through the support structures to the wing.

FIELD OF THE DISCLOSURE

This patent relates to supporting engines and nacelles relative toaircraft wings.

BACKGROUND

Airplane engines may be suspended from a wing by a pylon or strut viaengine mounts. Different features of these engine mounts may be used toreact forward thrust loads, engine twist and/or windup loads, aircraftmaneuvering loads and/or aerodynamic loads due to engine rotation and/orother sources.

SUMMARY

An example apparatus in accordance with the teachings of this disclosureincludes a first support structure to be coupled to a wing, a secondsupport structure to be coupled to the wing and a nacelle. The supportstructures are coupled to opposite sides of the nacelle. The supportstructures are to be coupled to opposite sides of an engine to enablethrust loads to be reacted through the support structures to the wing.

Another example apparatus in accordance with the teachings of thisdisclosure includes a first support structure to be coupled to a wingand a second support structure to be coupled to the wing. The firstsupport structure is to be coupled on a first side of an engine and thesecond support structure is to be coupled on a second side of theengine.

A method to enhance support of an engine includes attaching a first beamto a first side of the engine and attaching a second beam to a secondside of the engine.

The features, functions, and advantages that have been discussed can beachieved independently in various embodiments or may be combined in yetother embodiments further details of which can be seen with reference tothe following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 depicts an aircraft on which the examples disclosed herein may beimplemented.

FIG. 2 depicts an example engine and nacelle coupled to a wing using anexample support structure with a thrust reverser in an extendedposition.

FIG. 3 depicts an example engine and nacelle coupled to a wing using anexample support structure with a thrust reverser in a stowed position.

FIG. 4 depicts a cross-sectional view of an example engine and nacellein accordance with the teachings of this disclosure.

FIG. 5 depicts an example engine and a nacelle portion coupled to a wingusing an example support structure in accordance with the teachings ofthis disclosure.

FIG. 6 depicts portions of a fan assembly and engine and an examplesupport structure in accordance with the teachings of this disclosure.

FIGS. 7 and 8 depict detailed views of aft couplings between the examplesupport structure and the engine.

FIG. 9 depicts a cross-sectional view of the coupling between an examplesupport structure and an engine.

FIGS. 10 and 11 depict detailed views of couplings between the supportstructure and a wing.

FIG. 12 depicts a cross-sectional view of an example engine and nacellecoupled to an example support structure in accordance with the teachingsof this disclosure.

FIG. 13 depicts a cross-sectional view of an example engine and nacellecoupled to an example support structure in accordance with the teachingsof this disclosure.

FIG. 14 depicts an example nacelle coupled to an example supportstructure in accordance with the teachings of this disclosure.

FIG. 15 depicts an example nacelle coupled to another example supportstructure in accordance with the teachings of this disclosure.

DETAILED DESCRIPTION

Certain examples are shown in the above-identified figures and describedin detail below. In describing these examples, like or identicalreference numbers are used to identify the same or similar elements. Thefigures are not necessarily to scale and certain features and certainviews of the figures may be shown exaggerated in scale or in schematicfor clarity and/or conciseness. Additionally, several examples have beendescribed throughout this specification. Any features from any examplemay be included with, a replacement for, or otherwise combined withother features from other examples.

The examples disclosed herein relate to engine supports and/or thrustbeams for all engine-wing orientations that reduce engine bending due togravity, thrust loads an/or maneuver loads. The engine-wing orientationsinclude engine below, above, in-line, aft above, aft below, aft inline,imbedded in the wing or fuselage, etc. In some examples, the thrustbeams include a first support and/or engine thrust reaction point and asecond support and/or engine thrust reaction point. The firstsupport/reaction point is positioned on an inboard side of the engineand the second support/reaction point is positioned on an outboard sideof the engine. The reaction points may be substantially diametricallyopposed along the engine case (e.g., fan mount and/or core mount) toreduce and/or eliminate engine bending and associated engine blow-by,thereby improving engine specific fuel consumption (SFC). In otherexamples, the supports and/or the reaction points are positioned belowthe centerline of the engine to enable forces such as an engine inletupload force at take-off to counteract (e.g., cancel out) an eccentricengine thrust force.

By removing the center top pylon used in some engine mountingarrangements, the area above the engine may be used for cascades thatenable reverser thrust to be blown upwards in addition to and/or insteadof being blown downward and to the sides. Blowing the reverser thrustupwards increases aircraft brake effectiveness. Additionally oralternatively, by using two thrust beams instead of a single center toppylon, internal space in one of the thrust beams may be used to conveyflammable fluids (e.g., fuel, hydraulics) and the internal space of theother thrust beam may be used for ignition sources (e.g., electricalwiring, pneumatic air). Thus, flammable fluids and ignition sources arenot positioned in the same pylon.

In practice, opposite sides of a nacelle structure may be attached tothe thrust beams to enable loads to be reacted therethrough. The loadsmay include loads not in the fore-aft direction such as vertical and/orlateral bending loads. The nacelle structure may be hard mounted and/orhinged for engine access. By using the nacelle to react some loads, lessstructure is needed to react the forces, thereby reducing the weight ofthe support structure. Additionally or alternatively, because twoopposed thrust beams may be used, the nacelle structure and/or thethrust reverser mechanisms may be better supported and/or may experiencereduced structural deformations.

FIG. 1 depicts an airplane 100 including engines 102 coupled to wings104. The airplane 100 includes centrally located pylons 106 that receivethrust loads from the engines and nacelle 102. Having the thrust loadsreceived from above a centerline of the engine 102 creates a moment thatdrives a forward part and/or inlet 108 of the engine 102 upward, reactsan aft engine mount and bends the engine case. Such bending is increasedduring high thrust situations and/or during take-off when an angle ofincidence relative to the inlet is greater. Additionally, such bendingmay cause rotating apparatus of the engine 102 to engage and wearsacrificial material within the engine case.

However, during low power flight conditions such as during cruise, thereis less engine case bending and a greater gap between the engine caseand the rotating apparatus. The gap between the engine case and therotating apparatus causes blow-by and reduces engine performance such asmore fuel burned for a given thrust setting. The rotating apparatus mayinclude a fan, a compressor and/or turbine section including blades thatpush or are pulled by air traveling through the engine 102.

FIGS. 2 and 3 depict an example wing 200, support structure 202, anacelle 204 and an engine 206 in accordance with the examples disclosedherein. The support structure 202 includes a first support and/or thrustbeam 208 and a first pylon stub and/or portion 210 and a second supportand/or thrust beam 500 (FIG. 5) and a second pylon stub and/or portion216. The first thrust beam 208 and the first pylon stub 210 arepositioned on a first and/or outboard side 212 of the engine 206 and thesecond thrust beam 500 and the second pylon stub 216 are positioned on asecond and/or inboard side 218 of the engine 206. The thrust beams 208,500 may be centrally positioned relative to a longitudinal plane 219 ofthe engine 206 to enable thrust loads to be reacted through and/orcarried straight back to the wing 200 along and/or substantiallyparallel to the longitudinal plane 219. In some examples, thelongitudinal plane 219 is positioned along and/or adjacent a thrust axisand/or a centerline 221 of the engine.

Referring to FIGS. 2-4, in some examples, the nacelle 204 includes aninlet 220, a fan duct 402 (FIG. 4), a core duct 404 (FIG. 4), a fancowling 222, a core cowling 406 (FIG. 4), a fan nozzle 408 (FIG. 4), acore nozzle 410 (FIG. 4), a fan 412 (FIG. 4) and/or thrust reversers224. A thrust reverser cover 226 of the thrust reversers 224 is moveablebetween an extended position (shown in FIG. 2) and a stowed position(shown in FIG. 3).

As shown in FIGS. 5 and 6, to couple the engine 206 and the thrust beams208, 500, the thrust beams 208, 500 include respective first and secondaft mount fittings and/or brackets 502, 504. In some examples, totransfer thrust and/or a load to the aft mount fittings 502, 504 and, inturn, the thrust beams 208, 500, thrust links 501, 503 are coupledbetween the aft mount fittings 502, 504 and a fan assembly 505. Whilethe thrust links 501, 503 are depicted as having a particular lengthand/or size and coupled to the aft mount fittings 502, 504 and/or thefan assembly 505 at particular locations, the thrust links 501, 503 maybe a different length (e.g., longer, shorter) and may be differentlypositioned. In other examples, the thrust links 501, 503 are attacheddirectly to the thrust beams 208, 500. In other examples, the thrustloads may be reacted by front and/or fan case mounts discussed inconnection with FIG. 6 without use of the thrust links 501, 503. Inother examples, the thrust links 501, 503 may be eliminated or augmentedby reacting the thrust and/or other fore-aft loads through front and/orfan case mounts discussed in connection with FIG. 6.

To substantially improve the reactions for engine windup duringoperation, a first aft engine mount link 506 is coupled between theengine 206 and the first aft mount fitting 502 and second and third aftengine mount links 508, 510 are coupled between the engine 206 and thesecond aft mount fitting 504. In other examples, instead of using threeaft engine mount links, a different number of aft mount engine links maybe used (e.g., 2, 4).

To couple a fan case 602 and/or the fan assembly 505 to the thrust beams208, 500, a first fan case mount 604 (FIG. 6) is coupled and/orpivotably mounted to the fan case 602 (FIG. 6) and a second fan casemount 606 (FIG. 6) is coupled and/or pivotably mounted to the fan case602 (FIG. 6). In some examples, the interface between the fan case 604,the fan assembly 505 and/or the thrust beams 208, 500 is designed totake up vertical and lateral loads but not thrust loads. In some suchexamples, the thrust loads are taken up by the thrust links 501, 503. Inother examples, the interface between the fan case 604, the fan assembly505 and/or the thrust beams 208, 500 is designed to take up the thrustloads and/or other fore-aft loads. In some such examples, the thrustlinks 501, 503 may not be included. In other examples, the fore-aftloads may be taken up at the front mount interface (e.g., the fan casemounts 604, 606) and/or the thrust links 501, 503.

In some examples, as shown in FIG. 6, brackets and/or fittings 610, 612may be used to couple the pylon stubs 210, 216 to the wing 200 via links614-620. Additionally, in some examples, brackets and/or fittings 622,624 may be used to couple the struts and/or pylons 210, 216 to thethrust beams 208, 500. While not shown, in other examples, the fittings610, 612, 622 and 624 are integral to the pylons 210, 216 and/or thethrust beams 208, 500.

FIG. 7 depicts a detailed view of the bracket 624, the first aft mountfitting 502, the first engine mount link 506 and the engine 206 and/orengine core case 702. In this example, the first aft mount fitting 502includes a first portion and/or leg 704 coupled to the bracket 624 and asecond portion and/or leg 706 to be coupled to the first support beam208. The legs 704, 706 converge and/or are coupled together and definean aperture 708 to enable the first engine mount link 506 to be coupledand/or pivotably coupled to the first aft mount fitting 502.

FIG. 8 depicts a detailed view of the second thrust beam 500, the secondaft mount fitting 504, the aft engine mount links 508, 510 and theengine 206 and/or the engine core case 702. In this example, the secondaft mount fitting 504 includes first and second portions and/or legs802, 804 coupled to the second thrust beam 500. The legs 802, 804converge and/or are coupled together and define apertures 806, 808 toenable the aft engine mount links 508, 510 to be coupled and/orpivotably coupled to the first aft mount fitting 502.

FIG. 9 depicts the coupling between the aft engine mount links 506-510and engine clevises 902-906. The positioning of the aft engine mountlinks 506-510 relative to the engine 206 is substantially more efficientat reacting core wind-up forces without substantial lateral movement ofthe engine that results from suspending the engine from the top of thecase 206. Additionally, the disclosed examples, better reacts lateralmaneuvering-induced engine loads as compared to some known approaches.In some examples, to enable a centerline of the engine 206 to remainrelatively stable, the aft engine mount links 506-510 are adjusted, havethermal expansion characteristics and/or are configured to accommodategrowth of the engine case diameter, growth of the engine 206 diameterand/or growth of the aft engine mount links 506-510. Specifically, thethermal expansion rates of the aft engine mount links 506-510 may matchand/or correspond to the thermal expansion rates of the engine case andclevises 902-906.

FIG. 10 depicts a detailed view of the coupling between the first pylonstub 210 and the wing 200 (e.g., right mount). In this example, the wing200 includes clevises 1002, 1004 defining apertures 1006, 1008 to enablethe links 614, 616 to be coupled and/or pivotably coupled thereto.

FIG. 11 depicts a detailed view of the coupling between the second pylonstub 216 and the wing 200 (e.g., left mount). In this example, the wing200 includes clevises 1102, 1104 defining apertures 1106-1110 to enablethe links 618, 620 to be coupled and/or pivotably coupled thereto.

FIG. 12 depicts a cross-sectional view of example thrust beams 1202,1204, an example nacelle 1206 and an engine 1208. In this example, thenacelle 1206 includes an upper portion 1210 and a lower portion 1212.The upper portion 1210 may be coupled and/or hard mounted (e.g., bolts,fasteners, shear pins) to the thrust beams 1202, 1204 and the lowerportion 1212 may be rotatably coupled to the first thrust beam 1202 viahinges 1214 to enable access to the engine 1208. To secure the lowerportion 1212 relative to the thrust beams 1202, 1204 in the closedposition, latches 1216 may be coupled to the second thrust beam 1204and/or the lower portion 1212.

In some examples, because two thrust beams 1202, 1204 are used to couplethe engine 1208 and/or the nacelle 1206 to a wing instead of a singlecenter top pylon, ignition sources 1218 may be positioned in and/orrouted through the first thrust beam 1202 and fuel sources 1220 may bepositioned in and/or routed through the second thrust beam 1204. Theignition sources 1218 may include environment control systems (ECS),electrical wiring, pneumatic air, etc. and the fuel sources 1220 mayinclude fuel, hydraulics, etc. Thus, the fuel sources 1220, which may beflammable, are separate from and positioned in a different thrust breamthan the ignition sources 1218. To enable access to the respectivesources 1218, 1220, access panels 1222, 1224 are coupled between theupper and lower portions 1210, 1212 of the nacelle 1206. While notshown, in other examples the upper portion 1210 is hinged and latched.In some examples, the engine nacelle 1206 and/or the engine fan case canbe rotated 90 degrees so that bifurcations are on the left/right ratherthan top/down.

FIG. 13 depicts a cross-sectional view of example thrust beams 1202,1204, an example nacelle 1302 and the engine 1208. In contrast to thenacelle 1206 of FIG. 12, the nacelle 1302 of FIG. 13 includes a lowerportion 1304 that can be opened with less ground clearance. The lowerportion 1304 includes a first hinged portion 1306 rotatably coupled tothe first thrust beam 1202 via first hinges 1308 and a second hingedportion 1310 rotatably coupled to the second thrust bream 1204 viasecond hinges 1312. A latch 1314 may be used to couple the hingedportions 1306 and 1310 together in the closed position. In someexamples, to provide access to the latch 1314, a pivotable panel 1316 ispositioned between the first and second hinged portions 1306, 1310. Inother examples, the upper portion 1210 is hinged and latched foradditional engine access or other reasons. In some examples, the enginenacelle 1302 and/or the engine fan case can be rotated 90 degrees sothat bifurcations are on the left/right rather than top/down.

FIG. 14 depicts an example support structure 1400 and a nacelle 1401that disperses conventional pylons loads. As shown in FIG. 14, upper andlower fan ducts 1402, 1404 of the nacelle 1401 are coupled to first andsecond thrust beams 1406, 1408. In some examples, the upper fan duct1402 is fixed and/or bolted relative to the thrust beams 1406, 1408 andthe lower fan duct 1404 is hingably coupled to the thrust beams 1406,1408. To enable the fan ducts 1402, 1404 to be easily coupled to thethrust beams 1406, 1408, sides 1410-1416 of the fan ducts 1402, 1404define grooves 1418-1424 that receive the thrust beams 1406, 1408.

FIG. 15 depicts an example wing 1500, support structure 1502, a nacelle1504 and an engine 1506 in accordance with the examples disclosedherein. In contrast to the examples disclosed above, the example supportstructure 1502 includes a first and/or split thrust beam 1508 and asecond and/or split thrust beam 1510. The first thrust beam 1508includes first and second thrust beam portions 1512, 1514 coupled to thenacelle 1504 and/or the engine 1506 and the second thrust beam 1510includes third and fourth thrust beam portions 1516, 1518 coupled to thenacelle 1504 and/or the engine 1506. Such an approach of using thethrust beam portions 1512-1518 breaks, separates and/or isolates thethrust load paths and enables a failure to occur without the physicalloss of the engine 1506.

As set forth herein, an example apparatus includes a first supportstructure to be coupled to a wing, a second support structure to becoupled to the wing and a nacelle. The support structures are coupled toopposite sides of the nacelle. The support structures are to be coupledto opposite sides of an engine to enable thrust loads to be reactedthrough the support structures to the wing.

In some examples, the first support structure is to be positioned on aninboard side of the engine and the second support structure is to bepositioned on an outboard side of the engine. In some examples, portionsof the support structures are to be positioned along a longitudinalplane of the engine. In some examples, the first support structureincludes a first pylon stub and a first thrust beam, the first pylonstub is to be coupled to the wing and the first thrust beam to becoupled to the engine.

In some examples, the second support structure comprises a second pylonstub and a second thrust beam, the second pylon stub is to be coupled tothe wing and the first thrust beam is to be coupled to the engine. Insome examples, the first and second thrust beams are to be positionedalong a longitudinal plane of the engine. In some examples, thelongitudinal plane is to be positioned along or adjacent to a thrustaxis of the engine. In some examples, the longitudinal plane is to bepositioned along or adjacent a centerline of the engine. In someexamples, the longitudinal plane is to be positioned below a centerlineof the engine.

In some examples, the example apparatus also includes a first aft mountto be coupled between the first support structure and the engine and asecond aft mount to be coupled between the second support structure andthe engine. In some examples, the example apparatus also includes afirst engine mount link coupled between the first aft mount and theengine and second and third engine mount links coupled between secondaft mount and the engine. The aft mount links are to pivotably couplethe engine to the first and second aft mounts. In some examples, theexample apparatus also includes a first thrust link to be coupledbetween a fan assembly and the first aft mount or the second aft mount.The first thrust link is to enable a load to to be transferred to thecorresponding support structure.

In some examples, the example apparatus also includes a second thrustlink to be coupled between the fan assembly and the other of the firstaft mount or the second aft mount. The second thrust link is to enable aload to be transferred to the corresponding support structure. In someexamples, the example apparatus also includes a first fan case mount tobe coupled between the first support structure and a fan assembly and asecond fan case mount to be coupled between the second support structureand the fan assembly. In some examples, the example apparatus alsoincludes a fuel source is to be positioned in the first supportstructure and an ignition source is to be positioned in the secondsupport structure. In some examples, the example apparatus also includesa plurality of links to couple the support structures to the wing. Insome examples, the nacelle includes one or more of an inlet, a fan duct,a core duct, a fan cowling, a core cowling, a fan nozzle, a core nozzle,a fan, or a thrust reverser.

In some examples, the apparatus also includes a first thrust link to becoupled in a load bearing relationship between a fan assembly and thefirst aft mount or the second aft mount. In some examples, the apparatusalso includes a second thrust link to be coupled in a load bearingrelationship between the fan assembly the other of the first aft mountor the second aft mount.

Another example apparatus includes a first support structure to becoupled to a wing and a second support structure to be coupled to thewing. The first support structure is to be coupled on a first side of anengine and the second support structure is to be coupled on a secondside of the engine.

An example method to enhance support of an engine includes attaching afirst beam to a first side of the engine and attaching a second beam toa second side of the engine. The method also includes positioning a fuelsource in the first beam and positioning an ignition source in thesecond beam.

Furthermore, although certain example methods, apparatus and articles ofmanufacture have been described herein, the scope of coverage of thispatent is not limited thereto. On the contrary, this patent covers allmethods, apparatus and articles of manufacture fairly falling within thescope of the appended claims either literally or under the doctrine ofequivalents.

What is claimed is:
 1. An apparatus, comprising: a nacelle; a firstsupport structure coupled at a first position of a wing and at a firstside of the nacelle along a longitudinal plane intersecting a thrustaxis of an engine; a first engine mount link to pivotably couple a firstaft mount and a first clevis of the engine, the first aft mount coupledto the first support structure; a second support structure coupled at asecond position of the wing and at a second side of the nacelle, thefirst position spaced apart from the second position, the second sideopposite the first side and disposed along the longitudinal plane, thelongitudinal plane to extend through the first support structure, thesecond support structure, and the thrust axis; a second engine mountlink to pivotably couple a second aft mount and a second clevis of theengine, the second aft mount coupled to the second support structure;and a third engine mount link to pivotably couple a third aft mount anda third clevis of the engine, the third clevis coupled to the secondsupport structure, in a position of the engine, the first and secondclevises of the engine are on a first side of the longitudinal plane andthe third clevis of the engine is on an opposing second side of thelongitudinal plane, the first and second support structures enablethrust loads from the engine to be reacted through the first and secondsupport structures to the wing.
 2. The apparatus of claim 1, wherein thefirst support structure comprises a first pylon stub and a first thrustbeam coupled to the first pylon stub, the first pylon stub coupled tothe wing and the first thrust beam coupled to the engine via the firstaft mount and the first engine mount link.
 3. The apparatus of claim 2,wherein the second support structure comprises a second pylon stub and asecond thrust beam coupled to the second pylon stub, the second pylonstub coupled to the wing and the second thrust beam coupled to theengine via the second aft mount, the second engine mount link, the thirdaft mount, and the third engine mount link.
 4. The apparatus of claim 3,wherein the first and second thrust beams are positioned along thelongitudinal plane of the engine.
 5. The apparatus of claim 1, whereinthe longitudinal plane is positioned along or adjacent a centerline ofthe engine.
 6. The apparatus of claim 1, further comprising a firstthrust link coupled in a load bearing relationship between a fanassembly and the first aft mount or the second aft mount.
 7. Theapparatus of claim 6, further comprising a second thrust link coupled ina load bearing relationship between the fan assembly and the other ofthe first aft mount or the second aft mount.
 8. The apparatus of claim1, further comprising a first fan case mount that couples a fan assemblyto the first support structure along the longitudinal plane and a secondfan case mount that couples the fan assembly to the second supportstructure along the longitudinal plane, the second fan case mountopposite the first fan case mount.
 9. The apparatus of claim 1, wherein,to separate a fuel source from an ignition source, the fuel source ispositioned in the first support structure and the ignition source ispositioned in the second support structure.
 10. The apparatus of claim1, further comprising a first link and a second link to couple the firstsupport structure to the wing and a third link and a fourth link tocouple the second support structure to the wing, the links are receivedby respective clevises of the wing.
 11. The apparatus of claim 1,wherein the nacelle includes one or more of an inlet, a fan duct, a coreduct, a fan cowling, a core cowling, a fan nozzle, a core nozzle, a fan,or a thrust reverser.
 12. An apparatus, comprising: a first supportstructure to be coupled to a first position of a wing and a first sideof a nacelle along a longitudinal plane intersecting a thrust axis of anengine; a second support structure to be coupled to a second position ofthe wing and a second side of the engine opposite the first side alongthe longitudinal plane, the second side spaced apart from the firstposition, the longitudinal plane to extend through the first supportstructure, the second support structure, and the thrust axis; a firstaft mount coupled to the first support structure and pivotably coupledto a first clevis of the engine; a second aft mount coupled to thesecond support structure and pivotably coupled to a second clevis of theengine; and a third aft mount coupled to the second support structureand pivotably coupled to a third clevis of the engine, the third aftmount to be disposed at a first distance from the longitudinal plane anda second distance from the wing, the second distance is greater than thefirst distance, the first and second support structures enable thrustloads from the engine to react through the first and second supportstructures.
 13. A method to enhance support of an engine, comprising:attaching a first support to a first position of a wing; attaching thefirst support to a first side of the engine along a longitudinal planealong a thrust axis of the engine by attaching a first aft mount of thefirst support to a first clevis of the engine via a first engine mountlink; attaching a second support to a second position of the wing, thesecond position spaced apart from the first position, the longitudinalplane to extend through the first support structure, the second supportstructure, and the thrust axis; and attaching the second support to asecond side of the engine by attaching a second aft mount of the secondsupport to a second clevis of the engine via a second engine mount linkand attaching a third aft mount of the second support to a third clevisof the engine via a third engine mount link, the second side of theengine opposite the first side of the engine, in a position of theengine, the first and second clevises are on a first side of thelongitudinal plane and the third clevis is on an opposing second side ofthe longitudinal plane, the attaching of the first and second supportsto opposing sides of the engine along the longitudinal plane enablesthrust loads to react through the first and second supports.
 14. Themethod of claim 13, further comprising positioning a fuel source in thefirst support and positioning an ignition source in the second support.15. The apparatus of claim 1, wherein the first and second supportstructures are coupled to the engine along the longitudinal plane andspaced apart from a thrust reverser cover to enable the thrust reversercover to move to enable the engine to provide reverse thrust to increasebraking of an aircraft.
 16. The apparatus of claim 1, wherein thenacelle comprises: a first portion coupled to the first supportstructure and the second support structure; and a second portionrotatably coupled to the first portion via a hinge to provide access tothe engine, the first portion and the second portion havingsubstantially similar cross-sections.
 17. The apparatus of claim 1,wherein the first aft mount comprises: a first leg coupled to a bracketthat couples a first pylon stub and a first thrust beam of the firstsupport structure; and a second leg coupled to the first thrust beam,the first leg and the second leg converge to define an aperture that isto receive the first engine mount link coupled to the engine.
 18. Theapparatus of claim 1, wherein the first support structure and the secondsupport structure are rigid.
 19. An apparatus, comprising: a nacelle; afirst support structure coupled between a wing and a first side of thenacelle along a thrust axis of an engine; a second support structurecoupled between the wing and a second side of the nacelle along thethrust axis, the first support structure spaced apart from the secondsupport structure on the wing, a longitudinal plane to extend throughthe first support structure, the second support structure, and thethrust axis; a first mount coupled to the first support structure andpivotably coupled to the engine; a second mount coupled to the secondsupport structure and pivotably coupled to the engine; a third mountcoupled to the second support structure and pivotably coupled to theengine, the third mount to be disposed at a first distance from thelongitudinal plane and a second distance from the wing, the seconddistance is greater than the first distance, the first support structureto be rigidly fixed relative to the wing to substantially preventmovement of the engine by the first support structure, the secondsupport structure to be rigidly fixed relative to the wing tosubstantially prevent movement of the engine by the second supportstructure, the first and second support structures to be coupled toopposite sides of the engine to enable thrust loads to be reactedthrough the first and second support structures to the wing.
 20. Theapparatus of claim 19, wherein the first support structure and thesecond structure support structure do not substantially extend into adimensional envelope of the nacelle.
 21. The apparatus of claim 19,further comprising: a first engine mount link to pivotably couple thefirst mount and the engine at a first position; a second engine mountlink to pivotably couple the second mount and the engine at a secondposition; and a third engine mount link to pivotably couple the thirdmount and the engine at a third position, a second plane intersectingthe first position and the thrust axis, the second position and thethird position being radially spaced apart from the second plane. 22.The apparatus of claim 19, further including a space defined by an uppersurface of the nacelle, the first support structure, the second supportstructure, and the wing, the space being free of any additional supportstructures directly coupling the nacelle to the wing to enable a thrustreverser cover to move to enable the engine to provide reverse thrust toincrease braking of an aircraft.
 23. An apparatus, comprising: anacelle; a first support structure coupled between a wing and a firstside of the nacelle along a thrust axis of an engine; a second supportstructure coupled between the wing and a second side of the nacellealong the thrust axis, the first support structure spaced apart from thesecond support structure on the wing, a longitudinal plane to extendthrough the first support structure, the second support structure, andthe thrust axis; a first mount coupled to the first support structureand pivotably coupled to the engine; a second mount coupled to thesecond support structure and pivotably coupled to the engine; and athird mount coupled to the second support structure and pivotablycoupled to the engine, the third mount to be disposed at a firstdistance from the longitudinal plane and a second distance from thewing, the second distance is greater than the first distance, the firstand second support structures disposed on opposite sides of the engineto enable thrust loads from the engine to be reacted through the firstand second support structures to the wing.